This video is to show you how we make our new billet manifold. To purchase or view more of our great products click on the link below.... dieselpumpuk.com/products/om6...
This really shouldn’t make a difference because, there is back pressure and the turbo is the mute point for total exhaust flow. Tube diameter and length would only change the amount of time it takes to “fill” (lagg) Only benefit I can see to running this billet mani is, packaging. Stock Exhaust manifolds on LS engines have proven that, it doesn’t take big tube headers to flow enough exhaust to make big power numbers. The Turbo is the restriction.
Great product, very impressed , a little tip with the TIG welding , keep the filler wire inside the gas coverage, each time you pull it out the white hot tip is contaminated by the atmosphere. I'm in no way being critical, just trying to be helpful. (I've been a coded welder for about 45 years) Cheers.
@@sheromemyers2725 are u criticizing him? He was just giving some welding advice knowing how to tune powerstrokes is not a requirement for tig welding lol
I'm not sure turbo manifolds utilize scaveging Dave. It's all gas under pressure which makes the fluid dynamics the most important. Flow and restriction and turbulence.
Well scavenging is important for high revving NA gas motors, but turbo diesel motors have boost to shove air into the cylinder. As long as the boost is higher than exhaust back pressure there's a pressure difference automatically and no valve overlap swirl is needed for fuel mix because of direct injection. That's why they almost always have log style manifolds. BTW I'm dying to see the widebody on your Trackhawk Magnum!
@@NeonAvantium oh see I must have missed the diesel part, I saw the first manifold and assumed lol. But the whole cnc aspect is really cool, I love new cnc'ed parts.
@@Junkyard_Dave no doubt!! they made a gorgeous part. That looks like a great packaging solution with the compact size and the integrated wastegate flange. did some learning on this. Turns out we were both right. And the key we were missing was this is a twin screw manifold. The turbo does the scavenging. Great engineering explained vid on this: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-T7JTRRlSEYI.html
I love how you guys applying ingenuity and creating different approaches to solve various problems. Hopefully one day you will have a metal 3D printer, then you’ll just print om606 from scratch.
@16:30 Yes, a clear difference in size, but you are comparing and equal length manifold to what is, in effect, a modern log style manifold. Great to see that CNC manifolds are now starting to become a “thing” - excellent work, and kudos for not pretending that it’s all black magic secret squirrel. 👌
I really like the manifold design however don't you loose tuning that equalize the exhaust flow? The tubes are the lengths they are for a reason aren't they. It's not just random pipes.
iv'e been watching your yolls build videos for quite some time now ... i lust wanna say that iv'e never wanted to build an engine all these years as much as i wanna build a 606 now , with all the billet parts you can supply , the biggest turbo and the baddest pump you build .... man oh man if had all the dough i ever wanted a whole bunch of it would be on its way to you guys at DPUK ..... an old 123 or 124 wagon rusty old VOLVO old AUDI or BMW ...... aaaaah ... the dreams floating around in my head i cannot even fully describe .
I'm here in canada, looking for an om606. It's great knowing you guys/gals have been doing the work to make all the aftermarket parts! Cant wait to get this manifold. One of the most beautiful peice of machining. So excited
awesome work. as far as comparing to the tubular manifold, I guess I look at the fact the tubular has tenfold more surface area+ thinner walls- combined with the fact that HEAT is energy... so scavenging every BTU possible to drive the turbo is quite beneficial. 👍👍👍
@@MrDOHC1JZ You can still make a lot of power with unequal header length. Considering the massive space saving this gives, it is worh it. in worst case, just fit a bigger turbo. Now there is the space for one
Nice job and and really need design - but you got a major “negative” flow point. At the turbo Flansch, where the flow comes Into a sort of had angle - idea is to make the neck of the turbo Flansch longer and round so the flow gets a easy and smooth angle right before it meets the turbo and the wastegate But very nice. Love to see and test it on a tractorpuller
Interesting. Do you have any data to back your claim? Seems these guys took time to flow model their design and they probably have the test data available to back their claims, so I'm wondering where your test data is that shows this "negative flow point." Would be nice to compare the two.
I'm USA. I need it for a 602 lol I love my 2.5L Turbo Diesel. I replaced my stock Garrett though. It was dead. Was fun & easy to replace. Massive response now.
It's a manifold that will flow like headers. Color me impressed. It's a beautiful piece of work but sweet merciful Lord in heaven I'd hate to see the price tag.
beautiful this is art ! i love the fact that u take care of old legendary engines like the om606, i would love to see a video of the flow dynamic of this piece on solidworks and a comparison on dyno. ♥️
That thing is trick ! I've been keeping an eye on yalls business and setups as I want to run a Merc diesel in a jeep project. If it happens your products will be on it.
Great product! A tip for speeding up the finishing on the mill, without sacrificing surface roughness; when finishing you were using a z-level strategy. Next time use profile finishing, and then across. Use inserts with slightly a larger radius on them, and you’re golden.
Cooles manifold I've ever seen, by far. Hope it works as good as it looks. Who needs fancy porting jobs when you can just get it right on the first go?
I saw so much bad talk about these when they were first posted but this looks like a solid, well thought out part. Interested to see the back to back 👍🏼
Diesel pump u.k you guys are wild and crazy smart to come up with a design that great so much more room in the engine bay area looks so sweet great technology love watching younger guys work together on the projects thanks for sharing your videos ron rdzl om616
I am interested in how the unequal vs equal length headers will perform and sound. The old cast iron Saab 900 turbo header makes it sound a bit like a old fishing boat, because some of the exhaust pulses hit the turbo at the same time, because the last cylinders takes longer time to travel to the collection point.
Awesome machine work and engineering. I enjoy your videos from across the pond and wish I could have some of the parts for my W140s. They could definitely use some more power.
Real nice product, I am really impressed. if machining time wasn’t so much of an issue you could add a recessed groove between the runners on one half and have a positive extrusion on the other half. This will both align the two halves and generate a more torturous gas path between the runners. With the current design the gasses are likely to be able to mix ‘slightly’ between runners when hot and the gap opens up slightly. Maybe this is not a problem so doesn’t need a solution. Might be nice to try doing a titanium 6-4 version for fun, although post weld stress relieving might be necessary (although this might be done for you by the hot exhaust gases).
Looks quite interesting. Cannot wait to see it in action. I work at a machine shop and my boss and I are arguing about the possibilities of proper airflow through the manifold's design. We are waiting eagerly for your next video! Best regards from Florida.
this made me go all weak in the knees! i wish my Ram Power Wagon was a diesel and could convince these guys to do a billet manifold for it...good lord...
That would have to reduce lag...the gas doesn't have to travel as far as the tubular header's... such a great idea i can't believe anyone could possibly talk shit about this creation... seriously guys its great keep up the good work
Love the 3d work i so should do this as a job myself spend hours designing just in the middle of making my own Boost leak tester for my Evo lol 3d printing for the win
I bought the fabricated manifold from luke and I have the nice cast one aswell very nice products. Sadly I had to modify the tubular one to fit in the w202 but oh well.
You guys should get them cast. Far more efficient. Much less costly for you and the customers. You would then have no worry about the clamping between 2 halves and could simply finish them in house to ensure fit and finish. Also, not fair comparing packaging because on one side, you have equal length headers. Do equal length billet and it'll weigh 10 times as much. Conversely, you could build a very similar manifold with tubes much more akin to a classic log type and have no packaging issues. Of course, it would be more difficult to match flow efficiency at the elbow to the turbo flange but it would be lighter and marginal in packaging differences. Casting would be most efficient by a mile and you could probably reduce mass in the webbing, especially between 3 and 4. I like the idea of carrying port profile all the way to the flange but the manufacturing process is a massive overcomplication. Food for thought.
My guess is packaging. Rotating the turbo horizontally takes up more space, which would force the entire unit to be shorter creating flow restrictions elsewhere.
Could an identical part be used as a plenum on the induction side DieselPumpUK? The symmetry of this hanging off each side of an m103 would be very appealing.
This is way late for a comment, but..... my old R/C nitro truck had the same issues with its exhaust port. The engine side was rectangular and the exhaust pipe was round. The wielding around the flange that attached the two was, like you said, a wall. So rookie me went to town with a Dremel tool and some bits..... easily made the engine rev faster, higher, and made ~10% more power. As I side note I had an '79 300sd. With a OM617. I really wish I knew about all the stuff you can done with that and this engines.
This is exciting. SteedSpeed makes billet stainless manifolds for much larger diesels. The Cummins 6BT is one example. 1:33 Yes, this is also something that is found on Mitsubishi Evo engines.
